User interface for predictive traffic

ABSTRACT

A navigation device includes a predictive traffic data database to store predictive traffic data at a plurality of times and a map database to store mapping data. A mapping module calculates a route and an estimated time of traversal for a route between a beginning geographic location and an ending geographic location based on the predictive traffic data and the mapping data. A start time modification module monitors for a modification of a start time for the route, with the mapping module re-calculating the estimated time of traversal in response to the modification of the start time for the route.

The present invention claims priority from U.S. Provisional Application61/136,827, filed Oct. 7, 2008, entitled “USER INTERFACE FOR PREDICTIVETRAFFIC”, to SANO et al., the entirety of which is expresslyincorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates generally to navigation devices. Moreparticularly, it relates to location based services (LBS), andnavigation services based on predictive traffic data.

2. Background of the Related Art

When traveling for business or leisure, a challenge always remains ashow to gauge when to depart an origin to arrive at a destination ontime. This challenge exists for business travelers who must attend ameeting on time, catch a flight, etc. Likewise, this challenge existsfor non-business travelers, such as vacationers, who must arrive at anevent, a dinner reservation, pick up children from a day care center orschool, etc. In unfamiliar surroundings and roadways, the unknown factorthat can cause delays greatly increases. People are either late or tooearly and must kill time. Traffic conditions only compound the problemsassociated with navigation timing to avoid being either late or tooearly.

Current technologies include traffic prompts or alerts, which do littleto help a user determine when to leave for a given destination. Alertsmay also describe conditions on unfamiliar roadways, but suchinformation's impact is all but undecipherable and meaningless except tothe local commuter. Alerts provide granular road-specific information,but what this information means in terms of an Estimated Time of Travel(ETT) and a resultant Estimated Time of Arrival (ETA), to a specificdestination is unknown. If a user is unfamiliar with the local roadways,the impact on ETT and the resultant ETA is unknown.

Navigation products today include real time traffic, and may generatealternate routes around adverse traffic conditions. However, thiscapability is useful only once the user has started driving on a route.In unfamiliar locations to unfamiliar destinations, the question stillremains from a planning perspective of when a user should begin a drive.A user may desire to known what the drive time for a given route wouldbe several hours from now. A user may want to know if they have multiplemeetings in different locations, when to depart each location to insurethat they arrive in a timely manner, not late and preferably not tooearly.

SUMMARY OF THE INVENTION

In accordance with the principles of the present invention, a navigationdevice is comprised of a predictive traffic data database to storepredictive traffic data at a plurality of times and a map database tostore mapping data. A mapping module calculates a route and an estimatedtime of traversal for the route between a beginning geographic locationand an ending geographic location based on the predictive traffic dataand the mapping data. A start time modification module monitors for amodification of a start time for the route. The mapping modulere-calculates the estimated time of traversal in response to themodification of the start time for the route.

In accordance with another aspect of the invention, an apparatus andmethod of determining an estimated time of arrival for a routecalculated by a navigation device includes calculating the route and theestimated time of traversal for the route between a beginning geographiclocation and an ending geographic location based on predictive trafficdata and mapping data. A modification of a start time is monitoring forthe route. The estimated time of traversal is re-calculating in responseto the modification of the start time for the route.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a navigation device illustrating a traffic map with flowdata and incidents based on current time and future times, in accordancewith the principles of the present invention.

FIG. 2 shows a navigation device illustrating a traffic map with flowdata and incidents at two hours into the future from that shown in FIG.1, in accordance with the principles of the present invention.

FIG. 3 shows an in-car navigation device illustrating a traffic map withflow data and incidents based on current time and future times, inaccordance with the principles of the present invention.

FIG. 4 shows a detailed view of the navigation device, in accordancewith the principles of the present invention.

FIG. 5 shows a process for calculating an Estimated Time of Traversal(ETT) based on predictive traffic data, in accordance with theprinciples of the present invention.

DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

The present invention provides predictive traffic data based navigationbased on real time sampling of traffic patterns over an extended periodof time, e.g., a year. Traffic pattern data trends are averaged over thecourse of an extended period of time to insure the best possiblescenarios during seasonal travel patterns, weekly commute patterns, andhourly daily flow data. For example, driving time in September wouldmost likely require longer time versus driving times for the same routein August when people are more frequently on vacation, and schooltraffic is absent.

Specific days may require added travel time, e.g., the day beforeThanksgiving or other holiday, versus driving on the actual holidayitself. Hourly traffic data averages the flow during peak morning andevening commutes versus off-hour or mid-day driving. At any of thesetimes, an easy to use, direct manipulation user interface disclosedherein allows a user to see traffic impact throughout the day, andpreferably be prompted when to begin a drive based on traffic patternaverages.

FIG. 1 shows a navigation device illustrating a traffic map with flowdata and incidents based on current time and future times, in accordancewith the principles of the present invention.

In particular, navigation device 100 includes a slide control 110 and amap viewing area 120. The slide control 110 allows a user to selectvarious times of day. In particular, a user is able to select from aplurality of available time options 130 in the near future from theircurrent time. In the example shown, a user is given time options 130that span up to six hours into the future from their current time.

Once slide control 110 is moved to another time, the map viewing area120 is updated with predictive traffic conditions. Moving the slidecontrol up or down, e.g., dragging up or down with a finger on a toughpad or touch screen, slides the hours of the day forward or backward. Inthe example shown in FIG. 1, the current time is shown as being 12:45 PMmid-day, and the slide control 110 is set to 3 PM. With the slidecontrol 110 set as shown in FIG. 1, traffic conditions shown in mapviewing area 120 reflect predictive traffic conditions for that time ofday. The ETT to a destination, e.g., to an airport, is calculated asapproximately 42 minutes. The resultant ETA can be easily calculatedfrom the ETA for display on the map viewing area 120.

Although the time options 130 shown in FIG. 1 are one hour increments,the increments can be adjusted within a configuration menu (not shown).For example, in some instances a use may desire to known if they leavefor a trip later by 10 or 20 minutes. Near rush hour times, 10 or 20minutes can result in significant traffic reductions or increasesnecessitating use of smaller increments for time options 130.

FIG. 2 shows a navigation device illustrating a traffic map with flowdata and incidents at two hours into the future from that shown in FIG.1, in accordance with the principles of the present invention.

In particular, slide control 110 is shown after having been moved toanother time. In the example shown in FIG. 2, the current time is stillshown as being 12:45 PM mid-day, but the slide control 110 has beenmoved relative to the slide control 110 shown in FIG. 1 to predict anETT for a delayed departure at 5 PM. With the slide control 110 set asshown in FIG. 2, traffic conditions shown in map viewing area 120 areupdated to reflect predictive traffic conditions for the new time.

The ETT to the airport for FIG. 2 has now increased to 1 hr and 24minutes versus the 42 min. ETT shown in FIG. 1. This information can bevery significant, especially if a user has a flight at 5:15 PM and theETT is 1 hr and 24 for a departure time of 5 PM. Using the navigationdevice 100 disclosed herein, a user is able to begin driving to adestination, e.g., airport, by 3 PM to make sure they are not late.Preferably, a route reminder alerts a driver to depart at a proper time,3 PM for the example given in FIGS. 1 and 2.

FIG. 3 shows an in-car navigation device illustrating a traffic map withflow data and incidents based on current time and future times, inaccordance with the principles of the present invention.

In particular, navigation device 300 that includes a route viewerselector window 310 and a map viewing area 320. The route viewerselector window 310 allows a user to select various times of day similarto the slide control 110 shown in FIGS. 1 and 2. A user is able toselect from a plurality of available time options in the future fromtheir current time to predict an ETT for a route at a different timethan their current time based on predictive traffic conditions for aselected time.

In the example shown, a user has already entered their beginninggeographic location and ending geographic location for route guidance. Auser has selected, for the already calculated route guidance, to leaveat 6 AM. For such a departure time and based on statistical trafficdata, the navigation device 300 has calculated that traversal of thecalculated route will take 3 hrs and 22 min. to traverse. Similarly tothe slide control 110 shown in FIGS. 1 and 2, criteria within the routeviewer selector window 310 can be modified to allow a user to determinean ETT for any given departure time.

FIG. 4 shows a detailed view of the navigation device, in accordancewith the principles of the present invention.

In particular, the navigation device 100 includes a start timemodification module 410, a predictive traffic data database 420, and amapping module 430. The navigation device 100 can further include anoptional user appointments database 450.

Start time modification module 410 monitors for changes in a menu optionarea for the navigation device 100. In the examples shown in FIGS. 1-3,start time modification module 410 monitors for changes with slidecontrol 110 and route viewer selector window 310. Start timemodification module 410 triggers a re-calculation of an ETT based on anewly entered start time for route guidance.

Predictive traffic data database 420 stores predictive traffic patternsover an extended period of time for specific times periods. A databasequery submitted to the predictive traffic data database 420 based on apre-determined route and a specific time of day results in predictivetraffic patterns being returned to mapping module 430. Mapping module430 can use the predictive traffic patterns for a given route tocalculate or re-calculate an ETT for the given route.

Mapping module 430 maps a current location of the navigation device 110or user defined locations for the navigation device 110 based on mappingdata from map database 440, as is known within the art. However, inaccordance with the principles disclosed herein the mapping module 430further performs predictive mapping for the navigation device 110.Predictive mapping includes predicting an ETT for a given route for timeperiods either before or after a current time. Predictive traffic datathat has been accumulated over an extended period of time, e.g., a year,provides data upon which navigation device 100 can predict an ETT for agiven route at any time during that extended period.

User appointment(s) database 450 can store previously entered userappointments, similarly to how a personal data assistant (PDA) can storeuser appointments. However, in accordance with the principles disclosedherein the user appointment(s) database 450 provides user appointment(s)information in addition to location information and predictive trafficinformation as a basis from which to formulate predictive trafficinformation for specific geographic locations associated with thepreviously entered user appointment(s). The user appointment(s) fromuser appointment(s) database 450 can be used as geographic startingpoints or destination during route guidance formations.

FIG. 5 shows a process for calculating an Estimated Time of Traversal(ETT) based on predictive traffic data, in accordance with theprinciples of the present invention.

In particular, process 500 for calculating an ETT includes a step forcalculating an ETT for a given route 510, a step for determining if thebeginning time for the given route has been changed 520, and a step forre-calculating an ETT for a new time 530.

At step 510, the navigation device 100 has already acquired a beginninggeographic location and an ending geographic location. The beginninggeographic location and the ending geographic location can be acquiredby the navigation device 100 through a variety of ways. A user can entersuch information through appropriate menu options, pre-stored geographiclocations, e.g., from user appointment(s) database 450, can be selectedby a user through appropriate menu options, a beginning geographiclocation can be obtained from an on-board position determiningdeterminer, e.g., Global Positioning System (GPS), a beginninggeographic location can be obtained from a remote positioning center(not shown) that remotely determines the location of the navigationdevice 100, etc.

Optionally, the user appointment(s) database 450 can provide geographiclocation(s) from which an ETT is calculated for a route to one or moregeographic locations retrieved from user appointment(s) database 450. Inthis manner a user, e.g., a salesperson, can select their route for asingle appointment, e.g., a sales meeting, or routes for all of theirappointments throughout the day that minimizes travel times based on theprinciples disclosed herein for route guidance based on predictivetraffic patterns.

At step 510, mapping module 430 submits a database query to map database440 to calculate a route between the beginning geographic location andthe ending geographic location. Once a route is calculated between thebeginning geographic location and the ending geographic location,mapping module 430 submits a database query to predictive traffic datadatabase 420 to retrieve predictive traffic data for the calculatedroute. The predictive traffic data for the calculated route is used bythe mapping module 430 to calculate an ETT for the calculated route. TheETT is displayed for a user of the navigation device 100.

Step 510 can be an optional step within process 500. The navigationdevice 100 can automatically calculate a route and an ETT for thebeginning geographic location and the ending geographic location.Alternately, process 500 can go directly to step 520 and wait for a userto select a beginning time before calculation of an ETT for that route.

At step 520, a decision is made if a user has selected or re-selected anew beginning time for the route calculated in step 510. If thebeginning time for the route calculated in step 510 has been changed bya user or a user enters a beginning time for the route for the firsttime, process 500 branches to step 530. Otherwise, if the beginning timefor the route has not been changed, process 500 branches to step 520.Branching back to step 520 allows process 500 to continuously monitorfor a change in a beginning time for a given route.

At step 530, mapping module 430 submits a database query to predictivetraffic data database 420 to retrieve predictive traffic data for thecalculated route. The predictive traffic data for the calculated routeis used by the mapping module 430 to calculate an ETT for the calculatedroute. The new ETT is displayed for a user of the navigation device 100.

While the invention has been described with reference to the exemplaryembodiments thereof, those skilled in the art will be able to makevarious modifications to the described embodiments of the inventionwithout departing from the true spirit and scope of the invention.

What is claimed is:
 1. A navigation device, comprising: a mapping modulearranged to determine an overall day's route including each of aplurality of separate trips to different ending locations, each of saidplurality of separate trips being separated in time over a day; adatabase to maintain said different ending locations, and to determinean estimated total travel time of traversal for said overall day's routebetween a beginning geographic location of a first one of said pluralityof separate trips, and an ending geographic location of a last one ofsaid plurality of separate trips, based on an average of real timesampling of traffic patterns over an extended period of time, mappingdata, and a future start time for traversing said overall day's route; agraphical departure time control arranged to modify said future starttime for said overall day's route; and a display arranged to prompt abest time to depart on said overall day's route based on said average ofreal time sampling of traffic patterns over said extended period oftime; wherein said mapping module is arranged to re-determine saidestimated total travel time of traversal for said overall day's route,and update a map viewing area with future predictive traffic conditioninformation, in response to movement of said graphical departure timecontrol.
 2. The navigation device according to cairn 1, wherein: saidnavigation device is an in-car navigation device.
 3. The navigationdevice according to claim 1, wherein: said navigation device is aportable navigation device.
 4. The navigation device according to claim1, wherein: said graphical departure time control modifies said futurestart time in a one hour increment.
 5. The navigation device accordingto claim 1, wherein: said beginning geographic location is determined bya Global Positioning System (GPS) receiver attached to said navigationdevice.
 6. The navigation device according to claim 1, furthercomprising: a map database to store said mapping data.
 7. The navigationdevice according to claim 1, wherein: said real time sampling of trafficpatterns is averaged over a year.
 8. The navigation device according toclaim 1, wherein: said real time sampling of traffic patterns generatesan average traffic pattern for a given season.
 9. The navigation deviceaccording to claim 1, wherein: said real time sampling of trafficpatterns generates an average traffic pattern for a given weeklycommute.
 10. The navigation device according to claim 1, wherein: saidreal time sampling of traffic patterns generates an average trafficpattern for an hourly daily flow.
 11. A method of determining anestimated total travel time of traversal for an overall day's routedetermined by a navigation device, comprising: determining said overallday's route including each of a plurality of separate trips to differentending locations, each of said plurality of separate trips beingseparated in time over a day; determining an estimated total travel timeof traversal for said overall day's route between a beginning geographiclocation of a first one of said plurality of separate trips, and anending geographic location of a last one of said plurality of separatetrips, based on an average of real time sampling of traffic patternsover an extended period of time, mapping data, and a future start timefor traversing said overall day's route; modifying, via a graphicalcontrol, said future start time for said overall day's route;re-determining said estimated total travel time of traversal in responseto said modification of said graphical control; and prompting a besttime to depart on said overall day's route based on said average of realtime sampling of traffic patterns over said extended period of time. 12.The method of determining an estimated total travel time of traversalfor an overall day's route determined by a navigation device accordingto claim 11, wherein: said navigation device is an in-car navigationdevice.
 13. The method of determining an estimated total travel time oftraversal for an overall day's route determined by a navigation deviceaccording to claim 11, wherein: said navigation device is a portablenavigation device.
 14. The method of determining an estimated totaltravel time of traversal for an overall day's route determined by anavigation device according to claim 11, wherein: said graphical controlmodifies said future start time in a one hour increment.
 15. The methodof determining an estimated total travel time of traversal for anoverall day's route determined by a navigation device according to claim11, further comprising: determining said beginning geographic locationby a Global Positioning System (GPS) receiver in said navigation device.16. Apparatus for determining an estimated total travel time oftraversal for an overall day's route determined by a navigation device,comprising: means for determining said overall day's route includingeach of a plurality of separate trips to different ending locations,each of said plurality of separate trips being separated in time over aday; means for determining an estimated total travel time of traversalfor said overall day's route between a beginning geographic location ofa first one of said plurality of separate trips, and an endinggeographic location of a last one of said plurality of separate trips,based on an average of real time sampling of traffic patterns over anextended period of time, mapping data, and a future start time fortraversing said overall day's route; means for modifying, via agraphical control, said future start time for said overall day's route;means for re-determining said estimated total travel time of traversalin response to said modification of said graphical control; and displaymeans for visually prompting a best time to depart on said overall day'sroute based on said average of real time sampling of traffic patternsover said extended period of time.
 17. The apparatus for determining anestimated total travel time of traversal for an overall day's routedetermined by a navigation system according to claim 16, wherein: saidnavigation device is an in-car navigation device.
 18. The apparatus fordetermining an estimated total travel time of traversal for an overallday's route determined by a navigation system according to claim 16,wherein: said navigation device is a portable navigation device.
 19. Theapparatus for determining an estimated total travel time of traversalfor an overall day's route determined b navigation system according toclaim 16, wherein: said graphical control modifies said future starttime in a one hour increment.
 20. The apparatus for determining anestimated total travel time of traversal for an overall day's routedetermined by a navigation system according to claim 16, furthercomprising: means for determining said beginning geographic location bya Global Positioning System (GPS) receiver in said navigation device.